Machine for Augmentation, Storage, and Conservation of Vehicle Motive Energy

ABSTRACT

A device for addition of motive force to a vehicle, with rotor-plate, rotor-arms, rotor permanent magnets, stator-plate, stator columns, stator electromagnets, and battery, cell, or other energy storage device. The device is retro-fittable on existing wheel assemblies, and installation coverts an internal combustion vehicle to a hybrid with electric propulsion.

This application is a continuation of U.S. patent application Ser. No.15/044,820, filed Feb. 16, 2016, which is a continuation of U.S. patentapplication Ser. No. 14/253,073, filed Apr. 15, 2014 (now U.S. Pat. No.9,260,005, issued Feb. 16, 2016), which is a continuation of U.S. patentapplication Ser. No. 12/932,312, filed Feb. 23, 2011 (now U.S. Pat. No.6,700,239, issued Apr. 15, 2014), which is a continuation-in-partapplication of U.S. patent application Ser. No. 12/008,415, filed byCharles Hampton Perry on Jan. 10, 2008, which claims priority to U.S.Provisional Application No. 60/880,373, filed on Jan. 11, 2007, and isentitled to those filing dates for priority in whole or in part. Thespecification, figures and complete disclosure of U.S. ProvisionalApplication No. 60/880,373 and U.S. patent application Ser. Nos.12/932,312 and 12/008,415 and 14/253,073 and 15/044,820 are incorporatedherein by specific reference for all purposes.

FIELD OF INVENTION

This invention relates generally to the field of hybrid internalcombustion-electric powered vehicles, and more specifically to machinefor augmentation, storage, and conservation of vehicle motive energy.

BACKGROUND OF THE INVENTION

In the instant specification and claims, the process of installing orincluding electrical energy augmentation of an internal combustionpowered vehicle is referred to as “hybridization”. Vehicles thuslyaugmented will be referred to as “hybridized.” Further, in the instantspecification and claims, the terms “modify,” “sophistication,” andforms thereof exclude such simple and inexpensive processes as drillingholes in extant elements merely to provide anchor points to interfacecomponents or to bracket or attach elements to extant components or torun wires. Where used, the term “conventional” indicates an internalcombustion engine or vehicle driven thereby.

In this document, the term “motor-generator” is used to describe atransducer that can function as either an electric motor or a generator,converting electrical power to or from mechanical power, the termtransducer describing any device that converts one type of energy toanother type of energy.

It has long been known that internal combustion engines operate mostefficiently within a narrow range of powers or speeds. However, innormal use, an automobile must climb and descend hills, stop and start,accelerate and brake, or cruise at high speeds on highways. These imposea wide range of power and speed demands on the power plant.

Thus, the internal combustion engine powering such a vehicle often willnot be operating within its most efficient parameters. In fact, in thesevere stop-and-go situations in which most driving is accomplished, itsefficiency is generally quite low. Therefore, alternate drive systemsand power sources to increase efficiency are increasingly sought.

One such effective system, popularly known as a “hybrid,” involvescombining an electric motor with an internal combustion engine in such amanner as to allow back-and-forth power augmentation and trade-off,permitting the more efficient and effective of the two to providepropulsion within its best operating range as speed and power demandsare made and relaxed. This permits, for example, the electric motor toaugment the internal combustion engine to prevent it from having tooperate above its preferred power level. In example, when the vehiclemust accelerate from a stop to particular speed, the electric motor,which characteristically provides high torque, even at low speeds, isengaged to such degree that the internal combustion engine need notexceed its optimal power output. Also, while at cruise speeds, whenacceleration is required, the internal combustion engine may continue torun at its preferred power level while the electric motor adds therequired extra power.

The hybrid may also comprise means to convert the electric motor to anelectric energy generator when the vehicle is braking or travelingdownhill. Employed thus, momentum of the vehicle, and, indirectly,energy from the internal combustion engine, may be used to recharge thebattery, cell, or other energy storage device, thereby literallyrecycling energy that would otherwise be lost. The hybrid may also havea means to recharge the battery, cell, or other energy storage device byplugging it into an electric power grid. Most recharging could be doneat night, during non-peak power demand hours thusly using cheaper, lowdemand electricity.

In addition, many other benefits, both economic and ecological, wellknown to those well versed in the art, may accrue due to hybridizationof motor vehicles. However, up until now, the high cost to end users ofimplementing this art has prevented wide scale adoption. Typically, ahybrid vehicle is designed and manufactured, as a new vehicle from thevery beginning, because its manufacture requires inclusion of additionalelements. Because the traditional elements of exclusively internalcombustion vehicles configurations must be redesigned and speciallymanufactured to accommodate the additional hybridizing elements, economyof scale may not be achieved.

Further, even if a new hybrid vehicle could be brought to end users at acompetitive price, market penetration would be very slow due to thehundreds of millions of conventional vehicles already on the roadworld-wide, the abandonment of which could not be effected withoutserious economic disadvantage.

With this in mind, various previous technologies have been proposed toconvert extant gasoline powered vehicles to hybrid electrical units. Theenvisioned solutions typically require placement of one or more electricmotors in mechanical communication with the wheels of a given vehicle.These motors are generally tied to an electrical storage battery and acontroller similar to the one used in new design-built hybrid vehicles.Such solutions, however, continue to pose significant cost obstacles.The greatest challenge they present is to design an affordable andefficient method for installing the electric motor drive without alsore-designing and replacing vast numbers of components already in use.

Typically, the proposed means of meeting this challenge requiresreplacement or substantial modification of the existing wheel structure,including the wheel bearings and brakes. Because of this replacement,other engineering issues and obstacles arise, such as the location,design and coordination of the electric motors as well as the additionof significant un-sprung (and therefore, excess) weight to thesuspension system. These expenses multiply quickly and become costprohibitive.

SUMMARY OF INVENTION

The invention taught herein provides means of avoiding this expense,thereby bringing the costs within economically viable parameters.Conversion of present internal combustion powered automobiles tointernal combustion/electric hybrids becomes a practical option.Disclosed herein is a wheel hub motor technology to power vehicles oftwo, three, or four-wheeled design. In the preferred embodiment, thewheel hub motor is integrated into the structure of existingaxle/hub/spindle/brake assemblies. Where previous technologiespredominantly employ wheel hub and electric motor configurations thatrequire significant modification and re-design of the associated wheeland hub assemblies to incorporate components such as bearings, axle, andbrakes, the herein taught art exploits the existing axle, bearings,brake structure of the associated vehicle, adding the wheel hub motorcapability essentially without modifying the existing wheel structure.

The advantages of this approach include: lower cost, simplicity ofretrofit, and maintenance simplicity on the electric motor and on theexisting brake, bearings and wheel structure. The retrofit addition ofeasily integrated hybrid components such as battery pack, controlelectronics, electric motor, and wiring allows “plug-and-go” hybridconversion for most automobiles.

Preferred embodiments incorporate a rotor and stator. These areconstructed of corrosion resistant materials that prevent exposure tonormal operating conditions from degrading performance. Reliability ofvehicle bearings and brakes is unaffected by the addition of thiswheel-hub motor stator and rotor. This wheel hub motor system presentsconveniently few obstacles to routine conventional maintenancerequirements. For example, when maintenance to the rear brake assemblyis required, the tire/wheel is removed in the normal manner and therotor is similarly removed from the lug-bolts. Since the stator-plate islocated behind the brake spindle assembly, it does not affect the repairprocedure.

The rotor and stator assemblies are mechanically simple components thatcould be produced at low cost in high volume production. System andinstallation expenses are also avoided because the load bearing andbraking function of the wheel as designed by the automotive designer isnot changed. Thus this invention largely overcomes the challenge ofadding electric motor hybrid power to an existing vehicle withoutextensive mechanical modification and without significant negativeimpact on cost, performance, reliability, or maintenance.

Generally speaking, the specified brushless direct current or DC motordesign employed offers several advantages. A brushless motor normallyhas permanent magnets which rotate and a stationary electromagnet. Thiseliminates significant difficulties that would otherwise result from thenecessity of connecting current (via a brush/commutator) to a movingarmature. An electronic controller replaces, and performs the samefunction as, a brush/commutator in a brushed DC motor. This function isthe activation of continuous phase switching in the windings, thuskeeping the motor in motion.

Other advantages are that brushless DC motors generally offer moretorque per unit of weight, improved efficiency and reliability, lowmaintenance requirements, reduced noise, longer lifetime (largely due tothe existence of no brush/commutator to wear out), elimination ofbrush/commutator sparks, and, accordingly, less overall electromagneticinterference (EMI). Finally, brushless DC motors characteristicallyexhibit particularly high efficiency in conversion of electricity intomechanical power, particularly under low-load conditions.

A challenge posed in brushless motor design is the fact that acontroller must direct and/or detect rotation of the rotor. Thisrequires a means of determining the rotor's orientation/positionrelative to the stator coils. Known technologies may use Hall effectsensors or encoders to directly measure the rotor's position. Suchtechnologies are well established, and therefore require no otherspecific details herein.

Other methods measure electromotive force in the undriven coils to inferthe rotor position, thereby eliminating any need for separate Halleffect sensors. Such systems are often called, although somewhaterroneously, sensorless controllers. Such sensorless controllers mayface difficulties in starting from a full-stop condition, because withno motion, there is no electromotive force to be measured in theundriven coils.

In any case, the controller, employing a logic circuit, regulateshigh-current DC power. In a more primitive form, a controller may employcomparators to merely determine when, to advance an output phase. Moretechnically sophisticated controllers may exploit a microcontroller tomanage acceleration, to precisely control speed and to fine-tuneefficiency.

One mention-worthy potential disadvantage in some brushless designs isthat, although the maximum electrical power that can be applied to abrushless DC motor is notably high, it can be subject to significantthermal limitations. Heat, particularly in the case of rare earthmagnets, can quickly cause permanent degradation of magnetic qualities.This can pose notable cooling demands.

Inherently in the design of the technology taught herein, this challengeis largely overcome. High volumes of cooling air constantly pass throughthe device while its associated vehicle is in motion. Thus, copious heatexchange is naturally available to drain off thermal energy. As a ruleof thumb, the more power demanded, the more speed is initially produced,and the more cooling air is forced through as a result of the increasedspeed. Once cruise speed is reached, power demands reduce, but coolingair-flow continues at a high rate.

To direct the description with greater specificity and to address andcompare earlier technologies, U.S. Pat. No. 4,165,795 by Lynch et al.and U.S. Pat. No. 4,335,429 by Kawakatsu, both of which are incorporatedherein by specific reference, disclose hybrid drive systems forautomobiles wherein an internal combustion engine is augmented by abattery powered electric motor. Both patents teach electric motors andinternal combustion engines communicating with common drive shafts. Inaddition, the electric motors taught by Lynch et al., and Kawakatsucomprise housings, shafts, armatures, and bearings intrinsic to saidmotors.

In contrast to Lynch et al. and Kawakatsu, the instant art teaches anelectric motor fitted on and within an internal combustion poweredautomobile but not in physical communication with the drive shaft servedby the internal combustion engine. The instant art, instead, exploitsother non-modified elements normally present in an internal combustionpowered vehicle, using these elements to mount or serve as armature,shaft, housing, and bearings. In further contrast, the instant artteaches a stator and a rotor being held in operative magneticcommunication with each other by connective devices which also hold inoperable position un-modified original components of an internalcombustion vehicle. Thus, the stator and rotor may be added or removedessentially without displacing or otherwise affecting the vehicle'sconventional drive system.

U.S. Pat. No. 4,714,854 by Oudet and the monograph, Optimal Design andControl of Axial-Flux Brushless DC Wheel-motor For Electric Vehicles, byY. P. Yang et al., which are incorporated herein by specific reference,teach electric motors suitable for hybrid electric and internalcombustion powered vehicles. Said motors comprise armatures, shafts,housings, and bearings normally intrinsic to such motors. Thus, thesemotors may function independently of any other elements of an associatedvehicle.

In contrast to Oudet and Yang et al., the instant art exploitsnon-modified elements normally present in an internal combustion enginepowered vehicle to mount, contain, or serve as portions of armature(s),shaft(s), housing(s), and bearings. In further contrast, the instant artteaches a stator and a rotor being held in operative magneticcommunication by connective devices which also hold in operablecommunication unmodified elements normally included in or comprising aconventional vehicle.

Because the instant art incorporates components of an associatedvehicle, it may not function independently of the associated vehicle.However, the instant art may be installed on, or removed from a vehiclewithout requiring replacement parts for, or affecting or disabling thevehicle on which it is or was installed. Simply by disengaging theconnective devices and mounts, the elements may be disassociated fromthe vehicle and the rotor and/or stator may be disassociated from eachother. In fact, by simply disconnecting electrical circuits, theassociated vehicle may return to function in a purely internalcombustion mode, the electrical components remaining in place.

U.S. Pat. No. 5,438,228 by Couture et al.; U.S. Pat No. 5,600,191 byYang; U.S. Pat. No. 6,768,932 B2 by Claypole et al.; U.S. Pat. No.2,514,460 by Tucker; and U.S. Pat. No. 5,157,295 by Stefansky et al.,all of which are incorporated herein by reference, disclose in-hubwheel-motors that require specially designed hub elements to support thein-hub wheel-motors and to transfer force from the in-hub motors to thewheels.

In contrast to Couture et al., Yang, Claypole et al., Tucker, andStefansky, the instant art requires no specially designed or modifiedvehicle elements to communicate force from a motor to a wheel. Insteadit communicates with the un-modified wheel and wheel support elementsnormally present in a conventional vehicle.

Accordingly, a primary object of the invention is to provide low costaddition of electric power augmentation to an internal combustion enginepowered vehicle while requiring little or no modification of existingvehicle components. Other objects and advantages of the presentinvention will become apparent from the following descriptions, taken inconnection with the accompanying drawings, wherein, by way ofillustration and example, an embodiment of the present invention isdisclosed. In accordance with a preferred embodiment of the invention,there is disclosed a retrofittable apparatus for adding electricalmotive force to a vehicle using a brushless DC motor, control logic, andelectrical energy storage device.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings constitute a part of this specification and includeexemplary embodiments to the invention, which may be embodied in variousforms. It is to be understood that in some instances various aspects ofthe invention may be shown exaggerated or enlarged to facilitate anunderstanding of the invention.

FIG. 1 is a schematic of a typical electric drive system.

FIG. 2A is an exploded side view of a hub-mounted wheel-motor with someparts in cross-section.

FIG. 2B is a non-exploded side view of the FIG. 2 hub-mountedwheel-motor with some parts in cross-section.

FIG. 3A is a non-exploded side view of a hub-mounted wheel-motor withsome parts in cross-section.

FIG. 3B is a side view of a hub-mounted wheel-motor with some parts incross-section.

FIG. 4 is a top view of a basket rotor.

FIG. 5 is a side view of a basket rotor.

FIG. 6 is a bottom view of a stator.

FIG. 7 is a side view of a stator.

FIG. 8 is a view of alternate dispositions of elements of thehub-mounted wheel-motor.

FIG. 9 is an exploded ¾ view of an alternate embodiment of thehub-mounted wheel-motor.

FIG. 10 is an exploded side view of an embodiment of the hub-mountedwheel-motor.

FIG. 11 is a cross-sectional side view of an embodiment of thehub-mounted wheel-motor.

FIG. 12 is an exploded ¾ view of the hub-mounted wheel-motor.

FIG. 13 is an assembled side view of the hub-mounted wheel-motor.

FIG. 14 is a side exploded view of the manner of mounting thehub-mounted wheel-motor, with tire.

FIG. 15 is a ¾ exploded view of the manner of mounting the hub-mountedwheel-motor, with tire.

FIG. 16 is an exploded ¾ view of the brake drum and magnet ring.

FIG. 17 is an assembled ¾ view of the brake drum and magnet ring.

FIG. 18 is an assembled ¾ view of the brake drum, magnet ring, andstator.

FIG. 19 is a ¾ view of a non-ferrous semi-alloy metallic rotor.

FIG. 20 is a ¾ view of a non-ferrous semi-alloy metallic rotor withneodymium magnets.

FIG. 21 is a ¾ view of a non-ferrous semi-alloy metallic rotor withneodymium magnets, plus brake caliper and pads, having with two magnetsremoved for illustration.

FIG. 22 is a ¾ view of a non-ferrous semi-alloy metallic rotor withneodymium magnets, plus brake caliper, brake pads, and stator.

FIG. 23 is a cross-sectional view of a portion of a portion of a brakerotor/disk with magnet embedded.

FIG. 24 is an exploded ¾ view of a control-arm spindle, brake drum andslip-on rotor.

FIG. 25 is an assembled ¾ view of a control-arm spindle, brake drum andslip-on on rotor.

FIG. 26 is an assembled ¾ view of a control-arm spindle, stator, anddrum.

FIG. 27 is an assembled ¾ view of a control-arm spindle, brake drum,slip-on rotor, and stator.

FIG. 28 is an assembled ¾ view of a rotor and stator with mountinghardware.

FIG. 29 is an exploded ¾ view of a stator, backing-plate, brake drum,and slip-on rotor.

FIG. 30 is an exploded 3/4, back view of a slip-on rotor, magnetic fluxring, magnet-holding ring, brake-drum, caliper, and stator.

FIG. 31A is a side view of mounting hardware.

FIG. 31B is a side view of mounting hardware.

FIG. 31C is a side view of mounting hardware in communication.

FIG. 31D is a side view of mounting hardware in communication.

FIG. 32 is a side view of mounting hardware in operative configuration.

FIG. 33 is a side view of mounting hardware in operative configuration.

FIG. 34A is a side view of mounting hardware in operative configuration.

FIG. 34B is a side view of mounting hardware in operative configuration.

LIST OF NUMBERED COMPONENTS

110 Electric drive system

115 Electric motor

117 Sensor-module

119 Logic/control module

121 Battery, cell, or other energy storage device

123 Interface of engine-load-level-sensor and logic/control module

125 Interface of logic/control module and battery, cell, or other energystorage device

127 Interface of battery, cell, or other energy storage device, andelectric motor

128 Interface of electric motor and logic/control module

129 Engine-load-level-sensor

131 Non-movable axle support

133 Drive-Axle

134 Spindle Assembly

135 Non-rotating hub-portion

137 Rotating hub-portion

139 Stud-bolts

140 Lug nut

141 Rotor-plate

142 Rotor-plate central void

143 Rotor-plate holes

144 Rotor-arm

145 Rotor permanent magnet

147 Hub-bolt

149 Non-movable hub-plate

151 Electromagnet

153 Slot

155 Stator-plate

157 Stator-plate hole

159 Stator-arm

161 Stator-ring

163 Hub-mounted wheel-motor

165 Wheel-support-hub or drum

167 Rotor

169 Stator

175 Stator-plate central void

177 Stator-ring aperture

179 Plate-mounted-support pin

181 Tire

183 Wheel-rim and hub

190 Electric motor

192 Lug-bolt hole

201 Stator

202 Stator wound with electric motor wire

209 Stator-poles

211 Typical drum

212 Ferromagnetic ring

212A Magnets

212B Exterior surfaces of the permanent magnets

214 Drum exterior periphery

301 Stator

304 Magnets

304A Surfaces of each magnet

308 Un-modified brake rotor/disk

308A Reverse side of rotor

308B Obverse side of rotor

309A Electromagnets

309 Stator-poles

312 Permanent magnets

313 Caliper

314 Disc-pads

320 Magnet mounting-holes

321 Edges of magnet mounting-holes

322 Chamfer

330 Stator electromagnets

401 Stator

402 Backing-plate

403 Lower control-arm spindle

404 Magnets

405 Mounting-hardware-adjusting-sleeve

405A Mounting-hardware-adjusting-sleeve threaded bore

406 Mounting-head-bolt

406A Mounting-head-bolt head

406B Mounting-head-bolt threads

406C Mounting-head-bolt threaded bore

407 Gap-adjusting-bolt having threads

407A Connective bolt having threads

407B Shim or washer

408 Slip-on rotor

409 Stator-poles

410 Wheel-mounting-studs

410A Mounting-holes

411 Brake-drum

412 Magnetic-flux-ferromagnetic-ring

413 Magnet-holding-ring

414 Backing-plate axle hole

415 Brake-drum rotatable element

416 Brake-drum stationary element

420 Magnet-mounting-hole

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Detailed descriptions of the preferred embodiment are provided herein.It is to be understood, however, that the present invention may beembodied in various forms.

Therefore, specific details disclosed herein are not to be interpretedas limiting, but rather as a basis for the claims and as arepresentative basis for teaching one skilled in the art to employ thepresent invention in virtually any appropriately detailed system,structure or manner.

Those well versed in the art will readily recognize that variouselectric powered drive systems are well known and that vehiclescomprising an internal combustion engine with augmentation by such anelectric powered drive system are also well known and are commonlyreferred to as “hybrids.” The beneficial effects of hybridization,economic and ecological, real and theoretical, and realized andpotential, are also well known. Further, the basic principles ofoperation, modes of operation, and methods of operation, of all thecomponents of hybridized vehicles, both individually and as they areinterfaced and integrated into a functional unit, are well known.Therefore, these particular aspects of the instant art are not, herein,recounted in rigorous detail.

It is well known that electric motors conventionally comprise amagnetized stationary element, the stator, and a magnetized rotatingelement, the rotor, with means to vary the polarity of said magnetism sothat the attraction and/or repulsion of the magnetic poles of saidmagnets can be coordinated to cause the or rotor to rotate thusproviding harnessable mechanical energy. It is also well known that ifone of the magnetic elements is an electromagnet having wire coils, saidelements may be coordinated to convert mechanical energy to electricalenergy rather than to convert electrical energy to mechanical energy.

As is well known, communication between rotating wheels and a motorvehicle essentially universally involves a hub structure having arotating part and a stationary part. Said hub structure may be referredto as a drum portion or element and may house a braking system, thus thesaid rotating part may comprise a brake drum and may be referred to as abrake drum. The hub structure also will generally comprise somearrangements of bearings.

The stationary part of the hub communicates with a stationary elementextending from the vehicle frame, either a separate structure, such asan axle support or lower control-arm spindle or an integral extension ofthe frame itself. The hub structure is then fixed to said stationaryelement so that a wheel may be fixed to the hub structure rotatingelement. If the wheel is propulsion driven, the hub structure will alsocomprise an element, often an axle, which transfers rotary force fromthe drive train to the rotating hub element and to the wheel. If thewheel is driven, the stationary element extending from the vehicle frameis generally a non-movable axle support for the rotating axle which isgenerally journaled therein. The whole of the wheel-vehiclecommunication structure may be referred to as a hub or spindle assembly.

Such structures and communications are known and understood by thosewell versed in the art; therefore, they are not, herein, described indetail. Neither do the drawing figures depict any particular existingstructure and/or communication, but will depict elements having featuresand operating principles common to existing elements and which couldfunction in the manner of existing elements.

The instant art provides installable elements which may communicate withfactory installed elements of a conventional, internal combustion-drivenmotor vehicle. The installable elements include an electric hub-mountedwheel-motor or hub-mounted electric power generator, said communicationnot interfering with the function of any previously factory-installedelements. These elements are removable. Selected embodiments require nomodification, alteration, or sophistication of any motor vehicle factoryinstalled element. Other embodiments have instant art elements andconventional, factory-installed elements integrally combined.

The word “rotor” is a term of art commonly used to refer to the movablepart of an electric motor, and also to the disc portion of an automobiledisc and caliper type brake system. As the term is employed in theinstant specification and claims, the appropriate definition will beobvious from the context. Additional terms and separate componentnumbers added to distinguish the proper meaning should be evident.

First undertaking a broad overview to establish conceptual understandingof the herein taught invention, we refer to FIGS. 14 and 15 that can beused in generic reference to illustrate wheel components as mostcommonly fitted to the wheel of an automobile or small truck. If thevehicle wheel is originally manufactured to be free-rotating, and notaxle-driven, the wheel is mounted on a spindle assembly (134) comprisedof a spindle/drum (165), having a rotating portion (137), a non-rotatingportion (135), and associated mounting bolts (147). The spindle assembly(134) is mounted directly to the vehicle frame or, as in FIG. 40, astationary connective element such as a lower control arm spindle (403).

Referring to FIG. 2A, if the vehicle wheel is conventionallyaxle-driven, a rotating drive-axle (133) having a non-movable axlesupport (131) extends from the differential to the wheel. Here, theviewer can see the fixed axle housing or support (131) having a rotatingdrive-axle (133) extending there-through to communicate with therotating hub-portion (137). The housing or support (131) is also seen tocomprise a non-movable hub-plate (149) to which the non-rotatinghub-portion (135) may be attached.

In FIGS. 14 and 15, the spindle assembly (134) is shown with drum brakeshoused therein. However, if disk brakes are employed, the same physicalprinciples apply, for with either type of braking system, a cylindricalvolume is occupied by the rotating spindle assembly (134) which iscentral to much of the herein taught art. The wheel/tire (181) isattached to the spindle assembly (134) using the stud-bolts (139)extending from the spindle assembly (134). Lug nuts (140) secure them.

Continuing in broad overview, FIG. 9 shows a tire/wheel (181), spindleassembly (134) and plate-mounted-support pin (179), along with arotor-plate (141) comprising a rotor (167), and a stator-plate (155)having a stator (169). The rotor (167) and stator (169) together form aDC brushless motor, integrated with the existing spindle assembly (134).The stator-plate (169) is mounted between the spindle assembly (134) andplate-mounted-support pin (179), and is held in place by the illustratedfour mounting bolts/nuts (147).

The stator-plate (155), used for mounting the stator assembly does notaffect the mechanical integrity of the suspension components. Therotor-plate (141) mounts on the stud-bolts (139) of the rotatinghub-portion (137) and the tire/wheel assembly (181) is slid onto spindleassembly (134). Then, the lug nuts (not shown) are tightened in theusual manner. The only dimensional effect of the installation is thatthe wheel track width is widened slightly. The thickness of therotor-plate (141) and the stator-plate (155) minimally increases thetotal wheel track width due to the addition of additional layers betweenthe tire (181) and the vehicle frame. The increase is normally wellwithin manufacturer tolerances.

Although C-shaped magnets (151) that appear frequently in the hereintaught technology are presented as preferably ferromagnetic,non-ferromagnetic materials can also be used. Non-ferromagnetic materialcan provide an advantage in that, if the C-shaped (151) magnets arenon-ferromagnetic there is little or no residual magnetic interactionbetween permanent magnets (145) and the C-shaped magnets (151) when themotor is not in operation. This minimizes unnecessary load on theprimary internal combustion engine when the hybrid system is not in use,for instance when the hybrid batteries have reached a low charge stateor the system is turned off.

FIGS. 12 and 13 show another view of the individual components and alsoa view with all four components assembled to create a DC brushlessmotor, configured, the rotor and stator thereof configured after themanner of a clamshell, the rotor (167) being shaped like a basketsurrounding the spindle assembly (134), and the stator (169) resemblinga lid for the basket.

Thus, in this “clamshell” configuration, the rotor (167) and stator(169) form an essentially closed case or basket. Thus configured, theycan be opened from each other by simply removing the wheel (181) thatthey drive, one of the two components remaining in place with thespindle assembly (134), and the other portion free to be removed nolonger being pressed between wheel (183) and the rotating portion (137)by the lug nuts.

When in operative disposition, the stator (169) and rotor (167) are anintegral part of the wheel-vehicle communication assembly and make useof the existing axle, and spindle assembly (134). By integrating astator (169) and rotor (167) into an existing spindle assembly (134),the added design, cost, and reliability issues created by the necessityof newly designed axles, bearings, and brakes inherent to other wheelhub motor applications is avoided.

Finally, continuing the conceptual overview, FIG. 11 shows a wheel (181)attached to a spindle assembly (134) for hybrid operation. The rotor(167) and stator (169) are integrated into the vehicle components insuch a way as to be mechanically transparent when the DC brushless motoris not in operation. It adds slight weight, but little else.

Having completed this overview, the reader may begin more detailedexamination by examining FIG. 1, which shows an electric drive system(110) augmenting an internal combustion drive system. The said electricdrive system (110) comprises an electric motor (115) that drives avehicle wheel (not shown), having a sensor-module (117) to detectelectric motor (115) performance and electric motor (115) elementdisposition, a logic/control module (119), a battery (121),engine-load-level-sensor (129), engine-load-level-sensor-logic/controlmodule interface (123), logic/control module-battery, cell, or otherenergy storage device interface (125), battery, cell, or other energystorage device-electric motor interface (127), and electricmotor-logic/control module interface (128). Looking now at FIG. 2A,showing a hub-mounted wheel-motor (163), one sees a substantiallyannular wheel-support-hub (165) comprising a rotating portion (137)rotatably communicating with a non-rotating, hub-portion (135). Also,the rotating portion (137) comprises stud bolts (139) extendingsubstantially perpendicularly from said rotating portion (137) and thatthe non-rotating hub-portion (135) comprises hub-bolts (147) extendingsubstantially perpendicularly therefrom.

Attending again to FIG. 2A, noted is a non-movable axle support (131)which those skilled in the automotive art will readily appreciate isattached to the body or frame of a vehicle. Also, extending through saidaxle support (131), is an axle (133) which extends through thenon-rotating hub-portion (135) to communicate with the rotatinghub-portion (137) in order to rotate said rotating hub-portion (137) ofthe wheel-support-hub (165). In addition, one may note that thenon-movable axle support (131) comprises a non-movable hub-plate (149)having hub-plate-holes (171).

FIG. 2A, FIG. 4 and FIG. 5, show a rotor (167) comprising a plate (141)having holes (143) and a plurality of rotor-arms (144) extending at asubstantially perpendicular angle to the plane of the rotor-plate (141)with permanent magnets (145) disposed at the extremities of therotor-arms (144) opposite the rotor-plate (141). Also, seen is that saidpermanent magnets (145) are disposed in an essentially annular array.

Attending now to FIG. 2A, FIG. 6, and FIG. 7, one sees a stator (169)comprising a stator-plate (155) having holes (157), a central void (175)through which the non-movable axle support (131) and/or drive-axle (133)may pass, and stator-arms (159) extending substantially perpendicularlyfrom the periphery of the stator-plate (155). Also noted is that thestator-arms (159) support a stator-ring (161) essentially parallel tothe stator-plate (155), said stator-ring (161) comprising an aperture(177) through which the non-movable axle support (131) and/or drive-axle(133) may pass. Supported by the stator-ring (161) are electromagnets(151) having slots (153), said slots (153) oriented substantiallyperpendicularly to the stator-plate (155). Also, we note that said slots(153) are disposed in a substantially annular array.

Looking now at FIGS. 2AB, 9, 10, 11, 12, 13, 14, and 15 one notes thatthe hub-bolts (147) align with the hub-plate-holes (171) and thestator-plate holes (157) and may be extended there-through so that aportion of said hub-bolts (147) may extend beyond the stator-plate(155). Now one may readily appreciate that a nut (not shown) may beengaged by the hub-bolts (147) to fix the stator (169), the non-movablehub-plate (149), and the non-rotating hub-portion (135) of thewheel-support-hub (165) in a functional disposition.

FIG. 8, shows that the stator-plate (155) may be configured so that saidstator-plate (155) is disposed between the non-rotating hub-portion(135) and the non-movable hub-plate (149).

FIGS. 2B, 9, 10, 11, 12, 13, 14, and 15, show that the rotor-plate holes(143) align with the stud bolts (139) so that the stud bolts (139) mayextend through them and continue beyond the rotor-plate (141). Thus, onemay readily appreciate that said extension would allow a wheel-rim andhub (183) mounting a tire (181), and having holes (192) corresponding tosaid stud bolts (139) to be mounted on the wheel-support-hub (165) withthe rotor (167) held therebetween, the whole held fixed by nuts (notshown) engaging the stud-bolts (139). In addition, one notes in FIGS. 9,10, 11, 12, 13, 14, and 15, that the means to facilitate the transfer ofrotary motion to the wheel-support-hub (165) may comprise aplate-mounted-support pin (179).

Looking yet again at FIG. 2B, we note that diameter of the rotor-plate(141) is greater than both the diameter of the wheel-support-hub (165),the diameter of the non-movable hub-plate (149), and the diameter of thestator-plate (155) such that when the rotor (167), wheel-support-hub(165), non-movable axle support (131), and stator (169) communicate aspreviously described, the rotor-arms (144) will extend such that therotor permanent magnets (145) disposed at the extremities of therotor-arms (144) opposite the rotor-plate (141) will be oriented in theelectromagnet slots (153).

Thus, is understood that when the rotating hub-portion (137) rotates,the rotor (167) will also rotate while the non-rotating hub-portion(135), the non-movable hub-plate (149), and the stator (169) will notrotate. Therefore, is also realized that when the rotor (167) rotates,the permanent magnets (145) will successively pass through eachnon-moving electromagnet slot (153).

In additionally sophisticated modes, the rotor (167) may comprisepermanent magnet(s) of alternating polarity, and the stator (169) maycomprise electromagnet(s) having phased and/or variable polarity.Further, the stator polarity may be controlled by a sensor and logicdevice responsive to position, power, velocity, and/or other factors.One product of such control can be an electromagnetic pull-in, then,push-out functional relationship between the non-rotatingelectromagnetic stator (169) and the permanent magnet rotating rotor(167). As a rotor-arm (144) approaches a stator-arm (159), theelectromagnetic polarity of the stator-arm (159) it approaches pulls therotor-arm (144) toward itself, while the electromagnetic polarity of thestator-arm (159) the rotor-arm (144) is just passing, pushes it away.

Now, those skilled in the art will readily appreciate that the rotor(167) and stator (169), disposed as previously described, comprising anelectric motor (190) may be incorporated into sundry vehicle systemdesigns already extant. We may additionally understand that constructionof said electric motor (190) is accomplished by the integration of therotor (167) and stator (169) with elements common to the preponderantportion of extant motor vehicles essentially without modification of orsophistication of any said elements.

Thus, by exploitation of the instant art, an electric motor for motivepower may be added to most present vehicles and vehicle design withoutsignificant modification of or sophistication of any parts of thesevehicles. And, by exploitation of the instant art, an electric motor formotive power may be added to most motor vehicles during the manufactureof said vehicles without the redesign or remanufacture of any elementscomprising said vehicles.

Those skilled in the art will additionally recognize that the electricmotor (190) taught by the instant art, when employed to hybridize avehicle, may, occasionally also serve as an electric power source,whereby drag from the generation of electrical energy may be exploitedto provide vehicle deceleration and braking, the functional shift frommotor to generator and back again being executed by asensor/logic/switching system, sundry of which are well known in theart. Thus, electricity produced thereby may be used to recharge abattery, cell, or other energy storage device carried aboard thevehicle.

Also, activation/deactivation of the system may be automated byemploying sensor and logic systems to detect and respond to optimumconditions for bringing appropriate components of the system on-line andfor taking the system off-line. Sensors that might be employed for suchpurposes include an electric motor/generator rotor position sensor,automobile brake light switch, organic cruise control, accelerometers,and other like sensors. Although not shown in the drawings, suchcomponents and functions are, by this addressed and taught, herein.Incorporation of input from such sensor systems as are already organicto the associated vehicle can produce significant savings in overallsystem cost and expense.

Further, it is particularly notable that the herein taught hub-mountedelectric motor (163) may function, and produce considerable power,fitted with as little as only one stator-arm and electromagnet (151).This is a significant advantage with regard to implementation on a widevariety of rear wheel configurations.

In addition, those skilled in the art will also readily appreciate thatwhile the components used to accomplish functional communication betweena rotating element and an axle of a vehicle may vary significantly inappearance from those shown, the principles utilized to do so areessentially the same in substantially all instances. Namely, anon-rotating element of the motor (163) is attached to a non-rotatingportion of a hub assembly (135), and a rotating element of the motor(163) is supported by a rotating portion of a hub assemblywheel-support-hub (137). Thus, we may understand that the instant artmay be contrived to be employed in virtually any vehicle withoutdeparting from the previous showing and description.

The instant art has been described in communication with a hub orspindle assembly comprising a typical drum (211) having drum type brakeshoused internally thereto. However, FIG. 3A and FIG. 3B show that theinstant art may function comparably with a spindle assembly (134) havinga disk type braking system. Seen in FIG. 3A and FIG. 3B is a typicaldrum (211) having a rotatable portion (137) and a non-rotating portion(135) communicating with a stator (169) as previously described.

Additionally, a rotor (167) is shown attached to each rotatinghub-portion (137) by means of stud bolts (139) which pass throughrotor-plate holes (143). Also seen in each said figure is an un-modifiedbrake rotor disk (308) communicating with stud bolts (139) such that therotor-plate (141) is pressed between the hub rotating portion (137) andthe un-modified brake rotor/disk. Noted also is that in FIG. 3A and FIG.3B, the rotor permanent magnets (145) communicate with the statorelectromagnets (151) as previously described.

It is an object of the instant art to provide components of ahub-mounted wheel-motor (163) which communicate with but are notintegral to elements of extant vehicle wheel-vehicle communicationstructures thusly requiring no modification of said extant structureelements. However, there may arise occasions when integrating an instantart component with a hub or spindle or assembly is advantageous.

In example, an automobile manufacturer might gain economic advantage bymanufacturing a rotating hub-portion (137) having magnets affixed or abrake rotor/disk (308) having magnets embedded in a portion thereof aswill be described in due course. Not having to fabricate two individualelements may optimize economy of labor and material without departingfrom a basic principle of the instant art, viz. a motor comprised ofelements which disassemble or assemble as the hub or spindle assembly isdisassembled or assembled and wherein motor elements have no separatesupports or housings, but are supported and/or housed by elements of thespindle assembly (134).

Such a further variation of this basic design, involves, as described indetail below, a brake drum (211) wherein the exterior of the rotatingportion (137) thereof comprises an annular ring (212) having an array ofpermanent magnets (212A). Alternatively, the brake drum (211) may havemagnets (145) embedded around its exterior periphery (214). These aredepicted in FIGS. 16-18.

In another approach, if the vehicle braking system is disk brake typeconfigured with a brake rotor/disk (308), the rotor/disk (308) may bemade of a non-ferromagnetic material and have permanent magnets (212A)embedded therein. These are depicted in FIGS. 19-22. The assemblyholding the disc brake pads (314) is also somewhat modified from that ofthe other configurations

The advantage of this approach is that it makes additional spaceavailable for an electromagnet assembly comprising stator (301). Thestator (301) wraps around up to 180 degrees of the rotor (308), thusallowing much more torque to be created. While the option of modifyingthe rotor/disk (308) and disc pad (314) adds complexity in theinstallation process, the ultimate mechanical simplicity and universalapplicability are attractive.

Another variation, also described in detail, below, which is similar tothe previously described clamshell configuration, employs an axial fluxarrangement. These are depicted in FIGS. 24-30. The difference betweenthe two, both of which incorporate a clamshell configuration, is in thepermanent magnet/electromagnet interaction geometry. In the formerconfiguration the electromagnet (151) is shaped like the letter “C.” Butin the latter (axial) configuration, the shape of the electromagnet(151) is more typical of a conventional electric motor design.

FIG. 16 shows a typical drum (211) that is found on many passengervehicles and light trucks. The drum (211) material is essentially thesame as that used by conventional automobile original equipmentmanufacturers. It also shows a ferromagnetic ring (212) with permanentmagnets (212A) integrated within the ring itself. This ring (212) slidesover the drum (211) in an interference fit, thermal fit, or any othermeans of attachment, in example slot and key, splines, adhesive, etc.Alternatively, the drum (211) may be manufactured with the magnets(212A) already embedded into the outer drum. This configuration isillustrated in FIG. 17.

FIG. 18 displays a stator (201) component. This stator (201) is boltedproximal to the drum (211) such that the stator-poles (209) are parallelto the exterior surfaces (212B) of the permanent magnets (212A). Thestator-poles (209) extending from the base of the stator (201) are woundwith electric motor wire (202) (here depicted on only one stator pole(209)) and function as electromagnets in what effectively comprises aD.C. brushless motor.

These wire-wound stator-poles (209) extruding from the stator (201), donot touch the permanent neodymium magnets (212) on the drum (211). Theangular spacing of the permanent magnets (212) around the circumferenceof the drum (211) may be equal to the angular spacing of the woundstator-poles (209) or may vary.

Incorporation of suitable electronic controls to energize andde-energize the electromagnetic characteristic of the stator-poles (209)at the proper times relative to the rotation and position of thepermanent magnets (212) constitutes the basic elements of a D.C.brushless electric motor. In this application the brake drum (211)serves as the rotor of the electric motor and the array ofelectromagnetic stator-poles (209) functions as the motor stator (201).By properly controlling activation of the electromagnetic stator-poles(209) of the stator (201), with reference to the rotation and relativeposition of the rotor magnets (212), rotary motion of the brake drumrotor (211) may be induced or constrained. Thus, they may be used todrive a wheel, or to induce braking.

FIG. 19 shows an un-modified brake rotor/disk (308) as is typically usedin the rear wheels of a car or small truck. In the present application,this rotor/disk (308) is made of a non-ferrous material like anon-magnetic metal alloy, ceramic material, or organic-based materialsuch as carbon fiber or high temperature polymer.

FIG. 20 shows a series of round magnets (304) installed in holes (320)drilled in the non-magnetic rotor/disk (308) and the installation. Themagnets (304), for the purposes of this illustration are of thepermanently magnetized variety. As shown in FIG. 30D, the magnets (304)are positioned in the holes (320) such that the surfaces (304A) of eachmagnet (304) are below the surfaces of the two sides 308A and 308B ofthe rotor/disk (308) surrounding each hole (320). This ensures that thebrake pad (314) does not touch or wear against the permanent magnets(304) when the brakes are engaged. Also, the edges (321) of the holes(320) holding the permanent magnets (304) are chamfered (322) to preventwear on the brake disc-pads (314). The size of the swept area betweenthe brake disc-pads (314) and brake rotor/disk (308) must be sufficientto create whatever braking force is necessary for a given application.

FIG. 21 shows the modified rotor/disk (308) with the permanent magnets(304) and the caliper (313) which holds and actuates the disc-pads (314)on both sides (308A), (308B), of the rotor/disk (308). Since therotor/disk (308) can become hot in this application, if permanentmagnets are employed they must be of a type that have good thermalstability.

FIG. 22 shows addition of a stator (301) which is an assembly that holdsa series of electromagnets (309A) comprising stator-poles (309) witheach electromagnet (309A) being formed in a “C” shape so it may bepositioned to partially wrap around the rotor/disk (308) thus allowingeach electromagnet (309A) to magnetically interact with the permanentmagnets (304) on the rotor/disk (308).

The angular spacing of the electromagnets (309A) around thecircumference of the stator (301) may be the same as the angular spacingof the permanent magnets (304) around the rotor/disk (308) or may vary.Thus, the array of electromagnets (309A), configured in this way, may bepositioned such that faces of the stator-poles (309) “C” shapedelectromagnets (309A) correspond to the locations of the permanentmagnets. In this way, the multiple poles (309) of the stator (301)collectively form the poles of an electric motor.

Incorporation of suitable electronic controls to energize andde-energize the electromagnetic characteristic of the stator-poles (309)at the proper times relative to the rotation and position of thepermanent magnets (312) constitutes the basic elements of a D.C.brushless electric motor. In this application the brake drum rotor (308)serves at the rotor of the electric motor and the array of electromagnet(309A) functions as the motor stator (301).

By properly controlling activation of the stator electromagnets (330) ofthe stator (301), with reference to the rotation and relative positionof the rotor magnets (304), torque may be created, and thereby rotarymotion of the rotor/disk (308) may be induced or constrained. Thus, theymay be used to drive a wheel, or to induce braking.

It is, of course, also possible to cause such torque by varying theelectromagnetism of both the rotor/disk (308) and the stator (301), orby holding constant the magnetic force exerted by the stator (301) andvarying only the magnetism of the rotor/disk (308).

FIG. 24 shows a typical automobile rear suspension assembly. Thisincludes the drum (411), having a rotatable element (415) and astationary element (416), the rotatable element (415) having studs(410), backing-plate (402), attached to the stationary element (416),lower control-arm spindle (403), and wheel-mounting-studs (410). Aslip-on rotor (408), with mounting-holes (410A) is shown aligned forinstallation by sliding the mounting-holes (410A) over the studs (410).The stator (401) is not shown in this drawing.

FIG. 25 shows the rotor (408) fully seated on the drum (411) rotatableelement (415) with the studs (410) slid through the holes (410A), andready to be secured.

Referring to FIGS. 26 and 27, we see that the rotor has magnets (404)mounted on the side of the rotor (408) face nearest the spindle arm(403). The rotor (408), is manufactured of preferably light-weight, andnon-ferrous substance. Aircraft-grade aluminum or high-densitypolycarbonate are examples of appropriate materials for the rotor (408).

The magnets (404) used for the purpose of illustration, are of apermanently magnetic variety. As in FIG. 30, the rotor may have anadditional ring (412) by which magnetic flux from the magnets (404) istransmitted from portion to portion. This ring (412) is comprised of aferromagnetic substance in sufficient proportion to carry the necessaryflux around the circumference of the rotor (408).

FIG. 26 through 30 show views and forms of the stator (401). The stator(401) is mounted on the back side of the backing-plate (402) of the drum(411), said backing plate (402) attached to the stationary element(416). The stator (401) may be bolted directly thereto as shown in FIG.18, FIG. 26, and FIG. 28. Alternatively, FIGS. 28 and 29 show that thestator (401) may be attached to the drum (411) stationary element (416)or backing-plate (402) thereof by means of mounting componentscomprising an adjusting sleeve (405) having a threaded bore (405A),mounting-head-bolts (406) having heads (406A) and threads (406B), theheads (406A) having threaded bores (406C), gap-adjusting-bolts (407) andconnective bolts (407A).

FIG. 31A and FIG. 31B show the adjusting sleeve (405) andmounting-head-bolts (406). FIG. 31C and FIG. 31D show that themounting-head-bolts (406), by means of threads (406B), communicate withopposite ends of the adjusting sleeve threaded bore (405A) so that themounting-head-bolts (406) may be advanced into or withdrawn from theadjusting sleeve (405). Thusly, the distance between themounting-head-bolt heads (406A) may be varied.

FIG. 32 and FIG. 33 show a stator (401), having stator pole (409),fixedly attached to the mounting-head-bolt head (406A) bygap-adjusting-bolt (407) being extended through the head threaded bore(406C) and into the stator (401). Also shown are adjusting sleeves (405)having mounting-head-bolts (406) communicating with the threaded bore(405A) at opposite ends thereof. Further, the mounting-head-bolt head(406A) opposite the head (406A) attached to the stator (401) is shownattached to the backing-plate (402) by means of connective bolt (407A)passing there-through and into the backing-plate (402). Further, if thebacking-plate (402) is irregular and/or it is desirable to createadditional clearance between the mounting components and the backingplate (402), a shim or washer (407B) may be disposed between themounting-head-bolt head (406A) and the backing-plate (402).

Now, comparing FIG. 32 to FIG. 33, one may understand that by varyingthe distance between the opposite mounting-head-bolt heads (406A), aspreviously described regarding FIGS. 31C and 31D, the distance of thestator pole (409) and the drum (411) may be varied in a planeessentially normal to the drum (411).

FIG. 34A and FIG. 34B, and comparison therebetween, show that byextending the gap-adjusting-bolt (407) through the mounting-head-bolthead (406) and the stator (401), the stator (401) may be forced awayfrom the backing-plate (402) thusly moving the stator pole (409)relative the drum (411) essentially in a plane essentially parallel tothe drum (411).

Thus, this configuration of mounting components allow the position ofthe stator (401) to be adjusted as to its mounting position on thebacking-plate (402) so as to vary the alignment of the of the teeth-likestator-poles (409), which are fixed, with the corresponding rotormagnets (404) which may be stopped, or may be in motion. Thegap-adjusting-bolts (407) permit the plane in which the stator (401)lies to be adjusted, also. The stator-poles (409) are aligned along thecenter line axis and in parallel with the rotor magnets (404) so thateach stator pole is the same size and geometry as each rotor magnet.This configuration allows for the most efficient operation of the wheelhub motor.

Given that this stator (401) and rotor (408) comprise components of aD.C. brushless motor, by properly controlling activation of theelectromagnetic poles of the stator (409), relative to the rotation andposition of the rotor magnets (404), rotary motion of the rotor (408)may be induced or constrained. Thus, they may be used to drive a wheel,or to induce braking.

FIG. 29 shows the mounting hardware (405), (406), gap-adjusting-bolts,(407), connective bolts (407A) and stator (401) with the rotor (408) asreference. The stator-poles (409) and rotor magnets (404) are aligned tocorrespond with the desired rotor (408) rotation timing orsynchronization. The mounting hardware, (405), (406), connective bolts(407A) and gap-adjusting bolts (407), are made from high-grade alloy,and configured so as to be adapted and installed on virtually anystandard automobile.

The drawing of FIG. 30, which also includes an un-modified brake,depicts an alternative detailed design of the rotor (408), in which therotor (408) is comprised of a magnetic-flux-ferromagnetic-ring (412)that connects the rotor magnets (404), thus forming a magnetic circuittypical in motor design. In addition, a magnet-holding ring (412),similar in function to the permanent magnet pocket (420) holdingpermanent magnets (404), is shown in FIG. 27. These differ from thepermanent magnets (404) and stator-poles (409) of FIG. 30 in that thosedepicted in FIG. 30 are round instead of rectangular. The stator-poles(409) are arranged in conjunction with the rotor assembly (408), (412),(413), (404), and (304), thus forming a DC disk/rotor (308) and brakecaliper (313).

While the invention has been described in connection with a preferredembodiment, it is not intended to limit the scope of the invention tothe particular form set forth, but on the contrary, it is intended tocover such alternatives, modifications, and equivalents as may beincluded within the spirit and scope of the invention as defined by theappended claims. It should be understood that the embodiments andexamples described herein have been chosen and described in order tobest illustrate the principles of the invention and its practicalapplications to thereby enable one of ordinary skill in the art to bestutilize the invention in various embodiments and with variousmodifications as are suited for particular uses contemplated. Eventhough specific embodiments of this invention have been described, theyare not to be taken as exhaustive. There are several variations thatwill be apparent to those skilled in the art.

What is claimed is:
 1. A device for installation on a motor vehiclewheel-assembly comprising a wheel hub with a plurality of stud-bolts,said device comprising: a rotor with a base and a plurality of rotormagnets positioned along or extending from the base; wherein said rotoris attached to said wheel hub by means of the stud bolts and withoutmodification of the wheel hub.
 2. The device of claim 1, wherein therotor rotates with rotation of the wheel hub.
 3. The device of claim 1,further comprising a stator affixed to the wheel assembly.
 4. The deviceof claim 3, said stator comprising a stator plate, and a stator ringaffixed to the periphery of the stator plate.
 5. The device of claim 4,further comprising a plurality of stator magnets positioned along thestator ring.
 6. The device of claim 5, wherein the plurality of statormagnets are in close proximity to the rotor magnets, and the statormagnets are electromagnets.
 7. The device of claim 6, wherein theinteraction of the moving rotor magnets with the stationary statormagnets generates electric power.
 8. The device of claim 6, wherein theinteraction of the moving rotor magnets with the stationary statormagnets functions as an electric motor.
 9. The device of claim 8,further comprising an electronic control device to activate and regulatethe interaction of the magnets.
 10. The device of claim 9, wherein eachstator electromagnet has, when activated at a given moment, a north poleand a south pole, and, wherein the said one or more statorelectromagnets are configured in the shape the letter C in such a way asto dispose the north and south poles of any given stator electromagnetproximal to its opposite pole on the same magnet, so configured that asthe rotor rotates, relative to the stator, the said magnets of saidrotor pass between both the north and south poles of each said statorelectromagnet.
 11. The device of claim 9, wherein rotary motion of therotor may be induced or constrained by controlling the sequencing ofactivation of the electromagnetic stator-poles of the stator.
 12. Thedevice of claim 1, wherein the plurality of rotor magnets are positionedon the end of arms extending from the base at an angle.
 13. The deviceof claim 1, wherein the plurality of rotor magnets are positioned on theend of arms extending orthogonally from the base.
 14. A method forconversion of an internal-combustion motor vehicle to a hybridelectrical propulsion vehicle, comprising: installing a rotor with abase and a plurality of rotor magnets positioned along or extending fromsaid rotor, on a wheel hub in a first wheel-assembly on said motorvehicle, wherein said rotor is installed without modification of thewheel hub; and installing a stator in said first wheel-assembly, whereinsaid stator comprises a plurality of stator magnets; wherein theplurality of stator magnets are in close proximity to the rotor magnets.15. The method of claim 14, wherein said rotor is attached to said wheelhub by means of a plurality of stud-bolts on said wheel hub.
 16. Themethod of claim 14, wherein said stator is a rigidly attached to a hubplate in said first wheel-assembly.
 17. The method of claim 14, whereinthe steps of installing a rotor and installing a stator are repeated onat least a second wheel-assembly on said motor vehicle.
 17. The methodof claim 17, wherein the steps of installing a rotor and installing astator are repeated on all wheel-assemblies on said motor vehicle.